U.S. patent number 7,276,008 [Application Number 11/648,550] was granted by the patent office on 2007-10-02 for drive system.
This patent grant is currently assigned to Honda Motor Co., Ltd.. Invention is credited to Takashi Haga, Yuji Yasui.
United States Patent |
7,276,008 |
Yasui , et al. |
October 2, 2007 |
Drive system
Abstract
A drive system includes an output shaft of an engine connected
to a sun gear of a planetary gear assembly. An electric motor is
connected, via gears, to a carrier rotatably supporting a planetary
pinion gear that rotates around the outer circumference of the sun
gear while rotating on its axis in engagement with the sun gear. An
input shaft of a STEPTRONIC.TM. transmission is connected to a ring
gear that rotates in engagement with the planetary pinion gear. The
drive system further includes an engine clutch directly coupling
the output shaft of the engine to the ring gear, a ring gear brake
that regulates the rotation of the ring gear, and a torque
converter clutch and a torque converter for transmitting the
driving force of the electric motor to an output shaft of the
STEPTRONIC.TM. transmission.
Inventors: |
Yasui; Yuji (Wako,
JP), Haga; Takashi (Wako, JP) |
Assignee: |
Honda Motor Co., Ltd. (Tokyo,
JP)
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Family
ID: |
33508992 |
Appl.
No.: |
11/648,550 |
Filed: |
January 3, 2007 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20070184928 A1 |
Aug 9, 2007 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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10864342 |
Jun 10, 2004 |
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Foreign Application Priority Data
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Jun 12, 2003 [JP] |
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03-167641 u |
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Current U.S.
Class: |
475/5; 180/65.7;
74/661; 74/335; 477/5; 903/910; 180/65.25 |
Current CPC
Class: |
B60K
6/387 (20130101); B60W 20/30 (20130101); F16H
3/725 (20130101); B60K 6/365 (20130101); B60K
6/445 (20130101); B60W 10/02 (20130101); B60K
6/48 (20130101); B60K 6/547 (20130101); B60W
20/00 (20130101); B60W 10/10 (20130101); B60W
10/08 (20130101); B60W 10/06 (20130101); B60W
30/18109 (20130101); Y10T 74/19014 (20150115); Y02T
10/6239 (20130101); Y02T 10/62 (20130101); B60W
2710/025 (20130101); Y02T 10/6221 (20130101); B60W
2510/244 (20130101); Y10T 74/19251 (20150115); Y10T
477/26 (20150115); Y10S 903/91 (20130101); Y02T
10/6286 (20130101); Y02T 10/72 (20130101); Y02T
10/7258 (20130101); B60K 31/00 (20130101) |
Current International
Class: |
F16H
3/72 (20060101) |
Field of
Search: |
;475/5 ;74/335,661
;477/5 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2000-002327 |
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Jan 2000 |
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JP |
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WO 0107278 |
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Feb 2001 |
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WO |
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WO 183249 |
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Nov 2001 |
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WO |
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Primary Examiner: Le; David D.
Attorney, Agent or Firm: Arent Fox LLP
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATION
This is a Continuation-in-Part of application Ser. No. 10/864,342
filed Jun. 10, 2004, now abandoned. The disclosure of the prior
application is hereby incorporated by reference herein in its
entirety.
Claims
What is claimed is:
1. A drive system comprising: a motive power source; an electric
drive source serving as a generator and also as a motor; a
planetary gear mechanism; and a transmission, wherein the
transmission comprises at least two force transmitting paths
including a first force transmitting path and a second force
transmitting path different from the first force transmitting path,
wherein the planetary gear mechanism comprises three rotary
elements, namely, a sun gear rotating about the center of a central
shaft, a carrier which rotatably supports a planetary pinion gear
moving about the outer periphery of the sun gear while rotating on
an axis in engagement with the sun gear and which rotates about the
center of the central shaft, and a ring gear rotating about the
center of the central shaft on the outer side of the planetary
pinion gear while being meshed with the planetary pinion gear, one
of the three rotary elements of the planetary gear mechanism is
connected to an output shaft of the motive power source, another
one of the rotary elements is connected to an input shaft of the
transmission, and the remaining one of the rotary elements is
connected to an input/output shaft of the electric drive source,
wherein the drive system further comprises motive power
connecting/disconnecting means for selectively providing connection
between the output shaft of the motive power source and the rotary
element of the planetary gear mechanism connected to the input
shaft of the transmission, while bypassing the rotary element of
the planetary gear mechanism connected to the output shaft of the
motive power source, and disconnection between the output shaft of
the motive power source and the rotary element of the planetary
gear mechanism connected to the input shaft of the transmission,
wherein the transmission comprises a transmission having the input
shaft provided with a train of input gears and an output shaft
provided with a train of output gears meshing with the train of
input gears, and the drive system comprises driving force
transmitting means provided between the input/output shaft of the
electric drive source and the output shaft of the transmission for
adjusting a driving force output from the electric drive source and
transmitting the adjusted driving force to the output shaft of the
transmission, wherein the first force transmitting path travels
from the input/output shaft of the electric drive source through
the driving force transmitting means to the output shaft of the
transmission, and wherein the second force transmitting path
travels from the input shaft of the transmission through the train
of input gears and the train of output gears to the output
shaft.
2. The drive system according to claim 1, comprising rotation
regulating means for regulating the rotation of the rotary element
connected to the input shaft of the transmission.
3. The drive system according to claim 1, wherein the driving force
transmitting means comprises a torque converter.
4. The drive system according to claim 1 or 2, wherein the drive
system further comprises speed changing control means for
controlling the rotational speed of the electric drive source such
that the rotational speed of the input shaft of the transmission
corresponds to the rotational speed obtained by multiplying the
rotational speed of the output shaft of the transmission by a gear
ratio of a new speed when performing speed change processing on the
transmission.
5. The drive system according to claim 1, comprising transmitted
driving force control means for adjusting a driving force to be
transmitted to the output shaft of the transmission from the
input/output shaft of the electric drive source by the driving
force transmitting means on the basis of the rotational speed of
the output shaft of the transmission during the speed change
processing performed in the transmission.
6. The drive system according to claim 1, wherein the drive system
is mounted on a movable body, and comprises: motive power source
control means for controlling an output of the motive power source
according to an instruction for a predetermined driving condition;
and electric drive source control means for controlling an output
of the electric drive source so that an actual speed of the movable
body follows a target speed of the movable body set according to
the driving condition instruction.
7. The drive system according to claim 6, comprising driving force
managing means for determining an output of the motive power source
according to a charged condition of storage means connected to the
electric drive source.
8. The drive system according to claim 6 or 7, wherein the electric
drive source control means determines an output of the electric
drive source by using response specifying control that permits
variable designation of an attenuation behavior and an attenuation
speed of a difference between the target speed and the actual speed
of the movable body so as to make the actual speed of the movable
body follow the target speed.
9. The drive system according to claim 6 or 7, comprising: braking
means for braking the movable body; and braking control means for
determining a braking force of the braking means by using response
specifying control that permits variable designation of an
attenuation behavior and an attenuation speed of a difference
between the target speed and the actual speed of the movable body
so as to make the actual speed of the movable body follow the
target speed.
10. The drive system according to claim 9, wherein the electric
drive source control means determines an output of the electric
drive source by using response specifying control that permits
variable designation of the attenuation behavior and the
attenuation speed of a difference between the target speed and the
actual speed of the movable body so as to make the actual speed of
the movable body follow the target speed, and a first attenuation
speed of the difference between the target speed and the actual
speed of the movable body in the response specifying control used
by the electric drive source control means is set to be higher than
a second attenuation speed of the difference between the target
speed and the actual speed of the movable body in the response
specifying control used by the braking control means.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a drive system that outputs a
driving force by combining a motive power source and an electric
drive source.
2. Description of the Related Art
Hitherto, a hybrid vehicle provided with an engine 100 for
traveling drive, a motor 101 and a generator 102, as shown in FIG.
23, has been known (refer to, for example, Japanese Laid-Open
Patent Publication No. 2000-2327). The hybrid vehicle is adapted to
provide a driving force required for travel by combining the
driving force for travel output from the engine 100 and motive
power output from the motor 101 if the motive power supplied by the
engine 100 is not adequate to cover the required driving force.
If the motive power output from the engine 100 is more than
necessary, then the motor 101 is operated as a generator to cause
regenerative electric power to be collected by a battery 103
through an inverter 105. Operating the engine 100 and the motor 101
in cooperation, as described above, makes it possible to reduce the
volume of fuel consumed by the engine 100 and to efficiently use
the collected regenerative electric power.
The generator 102 provided in the hybrid vehicle collects generated
electric power into the battery 103 through the intermediary of the
inverter 105 and also supplies the generated power to the motor 101
through the intermediary of the inverter 105 so as to actuate the
motor 101. A motive power distributor 104 adjusts the ratio at
which an output of the engine 100 is distributed to drive wheels
107 and the generator 102, permitting higher efficiency of the
engine to be achieved with consequent improved fuel efficiency.
However, providing the generator 102 separately in addition to the
motor 101 adds to the weight of the hybrid vehicle, as compared
with a case where only the motor 101 is provided, so that expected
improvement in fuel efficiency may not be obtained. In some cases,
the increased weight of the vehicle may cause deteriorated steering
stability. Providing the generator 102 and the motor 101
complicates the construction of the vehicle, resulting in
deteriorated reliability of the vehicle.
SUMMARY OF THE INVENTION
The present invention has been made with a view of the background
described above, and it is an object of the invention to provide a
drive system with improved energy efficiency for operating a motive
power source and an electric drive source in cooperation by a
simple construction without using a dedicated generator.
To this end, according to the present invention, there is provided
a drive system including a motive power source, an electric drive
source equipped with functions of a generator and a motor, a
planetary gear mechanism, and a transmission, wherein the planetary
gear mechanism comprises three rotary elements, namely, a sun gear
rotating about the center of a central shaft, a carrier which
rotatably supports a planetary pinion gear moving about the outer
periphery of the sun gear while rotating on its axis in engagement
with the sun gear and which rotates about the center of the central
shaft, and a ring gear rotating about the center of the central
shaft on the outer side of the planetary pinion gear while being
meshed with the planetary pinion gear, one of the three rotary
elements of the planetary gear mechanism is connected to an output
shaft of the motive power source, another one of the rotary
elements is connected to an input shaft of the transmission, and
the remaining one of the rotary elements is connected to an
input/output shaft of the electric drive source.
With this arrangement, the motive power source and the electric
drive source are both operated so as to allow a driving force
exceeding a maximum driving force supplied by the motive power
source to be transmitted to the input shaft of the transmission
through the intermediary of the planetary gear assembly.
Furthermore, only the electric drive source can be actuated, with
the motive power source turned off, allowing the transmission to be
operated by the electric driving source alone. Moreover, operating
the electric drive source as the generator allows the transmission
to reduce speed by collecting regenerative electric power. The
present invention obviates the need for installing a generator in
addition to the electric driving source, so that the operation
described above can be accomplished by a simple construction,
preventing efficiency of energy use from deteriorating by an
increased weight attributable to the addition of a generator.
Preferably, the drive system includes a rotation regulating device
for regulating the rotation of the rotary element connected to the
input shaft of the transmission.
With this arrangement, disabling the rotation of a rotating element
connected to the input shaft of the transmission by the rotation
regulating device causes the motive power source and the electric
drive source to be drivingly connected with each other through the
intermediary of the planetary gear assembly according to a working
principle of the planetary gear assembly. Hence, for example, the
electric drive source can be operated as the generator by operating
the motive power source in this state. If the motive power source
is an internal combustion engine, the internal combustion engine
can be cranked by actuating the electric drive source in this
state.
Preferably, the drive system further includes a motive power
connecting and disconnecting device for switching
connection/disconnection between the output shaft of the motive
power source and the input shaft of the transmission.
With this arrangement, when the motive power
connecting/disconnecting device is set for a connecting mode, the
driving force of the transmission can be transmitted from the
motive force source by directly connecting the output shaft of the
motive power source and the input shaft of the transmission. Thus,
the loss incurred when the driving force is transmitted from the
motive power source to the transmission can be restrained.
Preferably, the transmission comprises a STEPTRONIC.TM.
transmission having an input shaft provided with a train of input
gears and an output shaft provided with a train of output gears
meshing with the train of input gears, and the drive system
comprises a driving force transmitting device provided between the
input/output shaft of the electric drive source and the output
shaft of the STEPTRONIC.TM. transmission for adjusting a driving
force output from the electric drive source and transmitting the
adjusted driving force to the output shaft of the STEPTRONIC.TM.
transmission.
With this arrangement, if the motive power transmitted from the
input shaft to the output shaft of the STEPTRONIC.TM. transmission
is cut off or reduced in the process of the speed change of the
STEPTRONIC.TM. transmission, then an appropriate driving force can
be transmitted from the electric driving device to the output shaft
of the STEPTRONIC.TM. transmission through the intermediary of the
driving force transmitting device. This makes it possible to
prevent the occurrence of a period in which adequate motive power
is not transmitted from the electric driving device to the output
shaft of the STEPTRONIC.TM. transmission, thus restraining
fluctuation in output from the output shaft of the STEPTRONIC.TM.
transmission that may take place in the speed change process.
Preferably, the driving force transmitting device comprises a
torque converter.
With this arrangement, when a driving force is transmitted from the
electric drive source to the output shaft of the STEPTRONIC.TM.
transmission, a difference in the rotational speed between the
electric drive source and the output shaft can be absorbed by the
torque converter. Therefore, the driving force transmitting device
permits easy control for adjusting the driving force transmitted
from the electric drive source to the output shaft of the
STEPTRONIC.TM. transmission. Moreover, amplifying torque by the
torque converter reduces the output required of the electric
driving source, so that the electric driving source can be made
smaller.
Preferably, the transmission comprises a STEPTRONIC.TM.
transmission having an input shaft provided with a train of input
gears and an output shaft provided with a train of output gears
meshing with the train of input gears, and the drive system
comprises a speed changing control device for controlling the
rotational speed of the electric drive source such that the
rotational speed of the input shaft of the STEPTRONIC.TM.
transmission corresponds to the rotational speed obtained by
multiplying the rotational speed of the output shaft of the
STEPTRONIC.TM. transmission by a gear ratio of a new speed when a
speed changing operation is performed in the STEPTRONIC.TM.
transmission.
With this arrangement, the speed changing control device controls
the rotational speed of the electric motive power source with good
control responsiveness such that the rotational speed of the input
shaft of the STEPTRONIC.TM. transmission will be the rotational
speed obtained by multiplying the rotational speed of the output
shaft by a gear ratio of a new speed. This makes it possible to
quickly synchronize the numbers of revolutions of the input shaft
and the output shaft of the STEPTRONIC.TM. transmission so as to
reduce a shock when speed is changed.
Preferably, the drive system according to the present invention
further includes a transmitted driving force control device for
adjusting motive power to be transmitted to the STEPTRONIC.TM.
transmission from a rotating element connected to the output shaft
of the electric drive source by the motive power transmitting
device on the basis of the rotational speed of the output shaft of
the STEPTRONIC.TM. transmission in the process of speed change in
the STEPTRONIC.TM. transmission.
With this arrangement, the driving force transmitted to the output
shaft of the STEPTRONIC.TM. transmission from the input/output
shaft of the electric drive source by the driving force
transmitting device can be adjusted by the transmitted driving
force control device according to the rotational speed of the
output shaft of the STEPTRONIC.TM. transmission. This makes it
possible to adjust an excessive or insufficient driving force
transmitted to the output shaft of the STEPTRONIC.TM. transmission
by means of the driving force from the electric drive source while
changing the speed. This agreement makes it possible to restrain
fluctuation in the rotational speed of the output shaft of the
STEPTRONIC.TM. transmission during the speed change process.
Preferably, the drive system is mounted on a movable body, and
includes a motive power source control device for controlling an
output of the motive power source according to an instruction for a
predetermined driving condition, and an electric drive source
control device for controlling an output of the electric drive
source so that an actual speed of the movable body follows a target
speed of the movable body set according to the instruction for a
driving condition.
With this arrangement, an output of the motive power source is set
according to the driving condition by the motive power source
control device, and an output of the electric drive source is
controlled by the electric drive source control means so that the
actual speed of the movable body follows the target speed. In this
case, it is possible to make the actual speed of the movable body
follow the target speed by setting the output of the motive power
source so as to obtain high energy efficiency and then by adjusting
the output of the electric drive source.
Preferably, the drive system according to the present invention
further includes a driving force managing device for determining an
output of the motive power source according to a charged condition
of storage device connected to the electric drive source.
This arrangement makes it possible to prevent an excessive or
insufficient charge amount of the storage device by determining the
distribution of the output of the motive power source and the
output of the electric drive source according to a charged state of
the storage device.
Preferably, the electric drive source control device determines an
output of the electric drive source by using response specifying
control that permits variable designation of an attenuation
behavior and an attenuation speed of a difference between the
target speed and the actual speed of the movable body so as to make
the actual speed of the movable body follow the target speed.
With this arrangement, the electric drive source control device
determines the output of the electric drive source by using the
response specifying control so as to restrain response delays or
overshoots. This allows the actual speed of the movable body to
accurately follow the target speed.
Preferably, the drive system according to the present invention
further includes a braking device for braking the movable body and
a braking control device for determining a braking force of the
braking device by using response specifying control that permits
variable designation of an attenuation behavior and an attenuation
speed of a difference between the target speed and the actual speed
of the movable body so as to make the actual speed of the movable
body follow the target speed.
With this arrangement, if it is impossible to make the actual speed
of the movable body follow the target speed even when the output of
the electric drive source is controlled by the electric drive
source control device to operate the electric drive source as a
generator so as to produce a decelerating force, then the response
specifying control is used to actuate the braking device thereby to
restrain response delays or overshoots. This allows the actual
speed of the movable body to follow the target speed.
An attenuation speed of the difference between the target speed and
the actual speed of the movable body in the response specifying
control used by the electric drive source control means is set to
be higher than an attenuation speed of the difference between the
target speed and the actual speed of the movable body in the
response specifying control used by the braking control device.
This arrangement makes it possible to prevent braking forces
applied to the movable body from becoming unstable by interference
between the response specifying control used by the electric drive
source control device and the response specifying control used by
the braking control device. In addition, the control of the
electric drive source by the electric drive source control means is
carried out before the control over the braking means by the
braking control device. This makes it possible to efficiently
collect the decelerating energy of the movable body by the
generating operation of the electric drive source and then to make
the actual speed of the movable body accurately follow the target
speed by the braking device.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1A is a general block diagram of a drive system in accordance
with the present invention, and FIG. 1B is a cross-sectional view
of a planetary gear assembly;
FIGS. 2A and 2B are operation explanatory diagrams of an engine
start mode;
FIGS. 3A and 3B are operation explanatory diagrams of a power
generation mode;
FIGS. 4A and 4B are operation explanatory diagrams of a driving
force assist mode;
FIGS. 5A and 5B are operation explanatory diagrams of an engine
running mode;
FIGS. 6A and 6B are operation explanatory diagrams of a motor
running mode;
FIGS. 7A and 7B are operation explanatory diagrams of a
regeneration mode;
FIGS. 8A and 8B are operation explanatory diagrams of an engine
restart mode;
FIGS. 9A and 9B are operation explanatory diagrams of a speed
change driving force complementary mode;
FIG. 10 is a control block diagram of a controller;
FIGS. 11A through 11D are explanatory diagrams of an operation
example of the drive system;
FIG. 12 is an operation flowchart of the controller;
FIG. 13 is a flowchart of processing for calculating a target
vehicle speed;
FIG. 14 is a flowchart of driving force management processing;
FIG. 15 is a flowchart of engine driving force control;
FIG. 16 is a flowchart of a STEPTRONIC.TM. transmission
control;
FIG. 17 is a flowchart of processing for calculating a target value
of the rotation of a planetary gear;
FIG. 18 is a flowchart of motor control;
FIG. 19 is a flowchart of engine clutch control;
FIG. 20 is a flowchart of vehicle brake control;
FIG. 21 is a flowchart of torque converter clutch control;
FIG. 22 is a flowchart of planetary gear brake control; and
FIG. 23 is a block diagram showing a conventional hybrid
vehicle.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
An embodiment of the present invention will be described with
reference to FIG. 1 through FIG. 22. FIG. 1A is a general block
diagram of a drive system in accordance with the present invention,
and FIG. 1B is a cross-sectional view of a planetary gear assembly;
FIGS. 2A and 2B are operation explanatory diagrams of an engine
start mode; FIGS. 3A and 3B are operation explanatory diagrams of a
power generation mode; FIGS. 4A and 4B are operation explanatory
diagrams of a driving force assist mode; FIGS. 5A and 5B are
operation explanatory diagrams of an engine running mode; FIGS. 6A
and 6B are operation explanatory diagrams of a motor running mode;
FIGS. 7A and 7B are operation explanatory diagrams of a
regeneration mode; FIGS. 8A and 8B are operation explanatory
diagrams of an engine restart mode; FIGS. 9A and 9B are operation
explanatory diagrams of a speed change driving force complementary
mode; FIG. 10 is a control block diagram of a controller; FIGS. 11A
through 11D are explanatory diagrams of an operation example of the
drive system; FIG. 12 is an operation flowchart of the controller;
FIG. 13 is a flowchart of processing for calculating a target
vehicle speed; FIG. 14 is a flowchart of driving force management
processing; FIG. 15 is a flowchart of engine driving force control;
FIG. 16 is a flowchart of a STEPTRONIC.TM. transmission control;
FIG. 17 is a flowchart of processing for calculating a target value
of the rotation of a planetary gear; FIG. 18 is a flowchart of
motor control; FIG. 19 is a flowchart of engine clutch control;
FIG. 20 is a flowchart of vehicle brake control; FIG. 21 is a
flowchart of torque converter clutch control; and FIG. 22 is a
flowchart of planetary gear brake control.
Referring first to FIG. 1, the construction of the drive system
according to the present invention will be explained. Referring to
FIG. 1A, a drive system K in accordance with the present invention
is constructed of an engine 1 corresponding to a motive power
source in the present invention, an electric motor 2 corresponding
to an electric drive source in the present invention, and a
STEPTRONIC.TM. transmission 3 corresponding to a transmission in
the present invention, which are mechanically combined through the
intermediary of a planetary gear assembly 4. The drive system K is
installed in a hybrid vehicle, which corresponds to a movable body
in the present invention, and drives drive wheels (not shown) by
actuating the engine 1 and the electric motor 2 in cooperation.
FIG. 1B is a cross-sectional view of the planetary gear assembly 4
observed from the engine 1 side. The planetary gear assembly 4 has
a sun gear 10 rotating about the center of a central shaft, three
planetary pinion gears 11 (11a, 11b and 11c) rotating about the
center of the central shaft while rotating on its axis in
engagement with teeth 20 formed on the outer circumference of the
sun gear 10, a ring gear 13 having teeth 22 formed on the inner
circumference that rotate, meshing with teeth 21 (21a, 21b and 21c)
formed on the outer periphery of the planetary pinion gear 11, and
a carrier 12 that rotatably supports the three planetary pinion
gears 11 and moves about the center of the central shaft.
The planetary gear assembly 4 is characterized in that, if the
numbers of revolutions of two rotating elements out of the three
rotating elements in the present invention, namely, the sun gear
10, the carrier 12 and the ring gear 13 are determined, then the
rotational speed of the remaining rotating element is uniquely
determined (the working principle of a planetary gear
assembly).
Referring to FIG. 1A, an output shaft 30 of the engine 1 is
connected to the sun gear 10 of the planetary gear assembly 4, an
input/output shaft 31 of the electric motor 2 is connected to the
carrier 12 of the planetary gear assembly 4 through the
intermediary of a gear 32 and a gear 33, and an input shaft 34 of
the STEPTRONIC.TM. transmission 3 is connected to the ring gear 13
of the planetary gear assembly 4. The gear ratio of the gear 32 to
the gear 33 is 1:1, and the rotational speed of the electric motor
2 will be equal to the numbers of revolutions of the ring gear 13
and the input shaft 34 of the STEPTRONIC.TM. transmission 3.
Referring to FIG. 1A, the drive system K has an engine clutch 5
(corresponding to a motive power connecting/disconnecting means in
the present invention) for directly coupling the output shaft 30 of
the engine 1 and the input shaft 34 of the STEPTRONIC.TM.
transmission 3, a ring gear brake 6 (corresponding to a rotation
regulating means in the present invention) for regulating the
rotation of the ring gear 13, a torque converter 42 for
transmitting a driving output of the electric motor 2 to the output
shaft 35 of the STEPTRONIC.TM. transmission 3 through the
intermediary of the gear 32, the gear 33, and the gear 40, and a
torque converter clutch 41 for switching between ON and OFF of the
driving force transmitted to the torque converter 42. The torque
converter 42 and the torque converter clutch 41 constitute a
driving force transmitting means in the present invention.
The input shaft 34 of the STEPTRONIC.TM. transmission 3 is provided
with a train of input gears 36a, 37a and 38a. The output shaft 35
of the STEPTRONIC.TM. transmission 3 is provided with a train of
output gears 36b, 37b and 38b meshed with the train of input gears
36a, 37a and 38a, respectively. The output shaft 35 includes a
plurality of synchromesh mechanisms 36c, 37c and 38c thereon. Each
synchromesh mechanism 36c, 37c and 38c is configured to perform
gear ratio selection, e.g., by disconnecting the driving force
between the output shaft 35 and the output gears 36b or 37b or 38b
in order to transmit the driving force from the input shaft 34 of
the transmission to the output shaft 35, by the appropriate one of
the following input/output gears 36a, 36b, or 37a, 37b or 38a, 38b,
which corresponds to the selected gear ratio. For example, to
change a gear ratio of the STEPTRONIC.TM. transmission 3, when the
transmission 3 is to change from gear 36 to gear 37, a first
synchromesh mechanism 36c disengages the output gear 36b from the
output shaft 35, and a second synchromesh mechanism 37c engages the
output gear 37b to the output shaft 35, thereby changing the gear
ratio. Similarly, when the transmission 3 is to change from gear 37
to gear 38, the second synchromesh mechanism 37c disengages the
output gear 37b from the output shaft 35, and a third synchromesh
mechanism 38c engages the output gear 38b to the output shaft 35,
thereby changing the gear ratio. While the manner in which the
gears are changed does not differ, it is within the spirit and
scope of the present invention to alter the order of the changing
gears, e.g., from gear 36 to gear 38. Also, other mechanisms, such
as a dog clutch, but not limited thereof can be used to perform the
gear ratio selection. The operations of the engine 1, the electric
motor 2, the STEPTRONIC.TM. transmission 3, the engine clutch 5,
the ring gear brake 6, and the torque converter clutch 41 are
controlled by control signals issued from a controller 50 comprised
of a microcomputer or the like.
Referring now to FIG. 2 through FIG. 9, operation modes that can be
implemented by the drive system K will be explained.
Referring first to FIG. 2, the operation of the drive system K in
an "engine start mode" for starting the engine 1 by the electric
motor 2 will be described. As shown in FIG. 2A, the controller 50
turns the ring gear brake 6 on to disable the rotation of the ring
gear 13 in the engine start mode. This causes the output shaft 30
of the engine 1 connected to the sun gear 10 to be drivingly
connected with the input/output shaft 31 of the electric motor 2
connected to the carrier 12 through the intermediary of the gear 33
and the gear 32.
In this state, the controller 50 sets the STEPTRONIC.TM.
transmission 3 to a neutral position and actuates the electric
motor 2. This causes a driving force output from the electric motor
2 to be transmitted to the output shaft 30 of the engine 1 through
the intermediary of the planetary gear assembly 4 along the path
denoted by "a" in FIG. 2A, making it possible to crank the engine
1.
FIG. 2B is a diagram in which the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 are indicated in terms of lengths Ye, Ym and Yt of
the axis of ordinates. The numbers of revolutions of these three
rotating shafts have a relationship in which they are positioned on
a straight line formed by connecting the apexes of the shafts
according to the working principle of the planetary gear assembly 4
described above.
In the engine start mode, a rotational speed Yt of the input shaft
34 of the STEPTRONIC.TM. transmission 3 connected to the ring gear
13 whose rotation has been disabled will be zero. Hence, a
rotational speed Ye of the engine 1 will be determined by a
rotational speed Ym of the electric motor 2.
Referring now to FIG. 3, a description will be given of the
operation of the drive system K in a "power generation mode" in
which the electric motor 2 is rotated by the driving force of the
engine 1 to make the electric motor 2 work as a generator. As in
the engine start mode described above, in the power generation mode
also, the controller 50 turns the ring gear brake on to disable the
rotation of the ring gear 13 so as to cause the output shaft 30 of
the engine 1 connected to the sun gear 10 to be drivingly connected
to the input/output shaft 31 of the electric motor 2 connected to
the carrier 12 through the intermediary of the gear 33 and the gear
32 and to rotate, as shown in FIG. 3A.
In this state, the controller 50 sets the STEPTRONIC.TM.
transmission 3 to the neutral position and actuates the engine 1.
This causes the driving force output from the engine 1 to be
transmitted to the input/output shaft 31 of the electric motor 2
through the intermediary of the planetary gear assembly 4 along the
path indicated by "b" in FIG. 3B, making it possible to generate
power by rotating the electric motor 2.
FIG. 3B is a diagram in which the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 are indicated in terms of lengths Ye, Ym and Yt of
the axis of ordinates, as in FIG. 2B. In the power generation mode,
the rotational speed Yt of the input shaft 34 of the STEPTRONIC.TM.
transmission 3 connected to the ring gear 13 whose rotation has
been disabled will be zero, so that the rotational speed Ym of the
electric motor 2 will be determined by the rotational speed Ye of
the engine 1.
Referring now to FIG. 4, a description will be given of the
operation of the drive system K in a "driving force assist mode" in
which the input shaft 34 of the STEPTRONIC.TM. transmission 3 is
rotatively driven by the driving force of the engine 1 and the
driving force of the electric motor 2. As shown in FIG. 4A, in the
driving force assist mode, the controller 50 turns the ring gear
brake 6 off to set the ring gear 13 to be rotatable.
In this state, actuating the engine 1 and the electric motor 2
together causes the driving force of the engine 1 to be transmitted
to the sun gear 10 of the planetary gear assembly 4 connected to
the output shaft 30 of the engine 1 along the path indicated by "c"
in FIG. 4A. The driving force of the electric motor 2 is
transmitted to the carrier 12 of the planetary gear assembly 4
connected to the input/output shaft 31 of the electric motor 2
through the intermediary of the gear 32 and the gear 33 along the
path indicated by "d" in FIG. 4A.
According to the working principle of the planetary gear assembly 4
described above, the rotational speed of the ring gear 13 of the
planetary gear assembly 4 is determined on the basis of the numbers
of revolutions of the sun gear 10 and the carrier 12. Therefore,
actuating the engine 1 and the electric motor 2 together allows the
controller 50 to actuate the STEPTRONIC.TM. transmission 3 by
adding the driving force of the electric motor 2 to the driving
force of the engine 1. This makes it possible to apply the torque
that cannot be obtained by actuating the engine 1 alone to the
input shaft 34 of the STEPTRONIC.TM. transmission 3.
FIG. 4B is a diagram showing the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 in terms of lengths of the axes of ordinates Ye, Ym
and Yt. In the driving force assist mode, the rotational speed Yt
of the input shaft 34 of the STEPTRONIC.TM. transmission 3 is
determined on the basis of the numbers of revolutions Ye and Ym of
the two drive sources, the engine 1 and the electric motor 2,
respectively.
Referring now to FIG. 5, a description will be given of the
operation of the drive system K in an "engine running mode" in
which the engine 1 is directly coupled to the STEPTRONIC.TM.
transmission 3 to cause the hybrid vehicle to travel only from the
driving force of the engine 1. As shown in FIG. 5A, in the engine
running mode, the controller 50 turns the engine clutch 5 on to
connect the output shaft 30 of the engine 1 to the ring gear 13 of
the planetary gear assembly 4. Thus, the controller 50 directly
connects the output shaft 30 of the engine 1 to the input shaft 31
of the STEPTRONIC.TM. transmission 3.
In the state described above, the controller 50 sets the
STEPTRONIC.TM. transmission 3 to a predetermined gear ratio, and
the rotational speed of the engine 1 is controlled so that the
numbers of revolutions of the carrier 12 and the sun gear 10
coincide with each other. This causes the driving force of the
electric motor 2 to be zero, allowing the hybrid vehicle to travel
only from the driving force of the engine 1 transmitted along the
path denoted by "e" in FIG. 5A. When the hybrid vehicle starts
moving, controlling the slip rate of the engine clutch 5 makes it
possible to control the driving force at a moving start or
implement creep travel.
Strictly speaking, if the driving force of the electric motor 2 is
set to zero, then loss in the driving force is incurred due to
friction or the like of the planetary gear assembly 4 or the
electric motor 2. Alternatively, therefore, the input/output shaft
31 of the electric motor 2 may be disengaged from the planetary
gear assembly 4 by a clutch or the like, or the electric motor 2
may be actuated to cancel out the aforementioned loss in the
driving force. It is also possible to actuate the electric motor 2
with the engine 1 actuated by turning the engine clutch 5 on
thereby to assist the driving force of the engine 1 with the
driving force of the electric motor
FIG. 5B is a diagram showing the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 in terms of lengths of the axes of ordinates Ye, Ym
and Yt. In the engine running mode, the rotational speed Ye of the
engine 1, the rotational speed Ym of the electric motor 2, and the
rotational speed Yt of the input shaft of the STEPTRONIC.TM.
transmission 3 are equal.
Referring now to FIG. 6, a description will be given of the
operation of the drive system K in a "motor running mode" in which
the hybrid vehicle travels only from the driving force of the
electric motor 2. As shown in FIG. 6A, in the motor running mode,
the controller 50 turns the engine clutch 5 off and sets the
STEPTRONIC.TM. transmission 3 at a predetermined gear ratio. In
this case, the rotational speed of the input shaft 34 of the
STEPTRONIC.TM. transmission 3 (=a rotational speed Nr of the ring
gear 13 of the planetary gear assembly 4) is determined on the
basis of the speed of the hybrid vehicle.
Based on the rotational speed Nr of the ring gear 13, the
controller 50 determines a rotational speed Nc of the carrier 12 of
the planetary gear assembly 4 so that a rotational speed Ns of the
sun gear 10 becomes zero according to equations (1) and (2) given
below: Gr:Gs=1:Rs (1)
where Gr: Number of teeth of the ring gear; Gs: Number of teeth of
the sun gear; and Rs: Gear ratio of the ring gear to the sun
gear.
##EQU00001##
where Nc: Number of revolutions of the carrier; Nr: Number of
revolutions of the ring gear; and Rc: Gear ratio of the carrier to
the ring gear.
Thus, in the state wherein the engine 1 is stopped according to the
differential principle of the planetary gear assembly 4, only the
driving force of the electric motor 2 is transmitted to the drive
wheels along a path denoted by "f" in FIG. 6A so as to allow the
hybrid vehicle to travel.
FIG. 6B is a diagram showing the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 in terms of lengths of the axes of ordinates Ye, Ym
and Yt. In the motor running mode, the rotational speed Ye of the
engine 1 becomes zero, so that the rotational speed Yt of the input
shaft 34 of the STEPTRONIC.TM. transmission 3 is determined on the
basis of the rotational speed Ym of the electric motor 2.
Referring now to FIG. 7, a description will be given of the
operation of the drive system K in a "regeneration mode" in which
the electric motor 2 is run by a decelerating force transmitted to
the input shaft 34 of the STEPTRONIC.TM. transmission 3 to recover
generated electric power when the hybrid vehicle is
decelerated.
As shown in FIG. 7A, in the regeneration mode, the controller 50
turns the engine clutch 5 off and sets the STEPTRONIC.TM.
transmission 3 at a predetermined gear ratio. As in the motor
running mode described above, the electric motor 2 is controlled to
satisfy the aforesaid equation (2). This allows the controller 50
to stop the running of the engine 1 so as to restrain the
deceleration energy from being consumed due to the loss
attributable to the running of the engine 1. With this arrangement,
the deceleration energy can be transmitted to the electric motor 2
along a path indicated by "g" in FIG. 7A and the deceleration
energy can be converted into electric energy to be collected.
FIG. 7B is a diagram showing the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 in the regeneration mode in terms of lengths of the
axes of ordinates Ye, Ym and Yt. In the regeneration mode, the
rotational speed Ye of the engine 1 will be zero, so that the
rotational speed Yt of the input shaft 34 of the STEPTRONIC.TM.
transmission 3 is determined on the basis of the rotational speed
Ym of the electric motor 2.
Referring now to FIG. 8, a description will be given of the
operation of the drive system K in an "engine restart mode" for
restarting the engine 1 in a state wherein the hybrid vehicle is
traveling with the engine 1 stopped. As shown in FIG. 8A, in the
engine restart mode, the controller 50 turns the engine clutch 5
off and sets the STEPTRONIC.TM. transmission 3 at a predetermined
gear ratio.
In this case, the driving force output from the electric motor 2 is
transmitted to drive wheels (not shown) through the intermediary of
the STEPTRONIC.TM. transmission 3 along a path h1 branched from a
path indicated by "h" in FIG. 8A and also transmitted to the output
shaft 30 of the engine 1 along a path h2 branched from the path
"h". According to the differential principle of the planetary gear
assembly 4, the rotational speed Ns of the output shaft 30 of the
engine 1 connected to the sun gear 10 of the planetary gear
assembly 4 is determined on the basis of the rotational speed Nr of
the ring gear 13 of the planetary gear assembly 4 connected to the
input shaft 34 of the STEPTRONIC.TM. transmission 3 and the
rotational speed Nc of the carrier 12 connected to the electric
motor 2 through the intermediary of the gear 33 and the gear
32.
The controller 50 controls the rotational speed Nc of the carrier
12 by the electric motor 2 such that the following equation (3) is
satisfied so as to increase the rotational speed Ns of the sun gear
10 (=rotational speed NE of the engine 1) to a cranking rotational
speed NE_crk. This restarts the engine 1 while the hybrid vehicle
is traveling. Nc=Rc(Nr-Ns)+Ns=RcNr+(1-Rc)Ns=RcNr+(1-Rc)NE.sub.--crk
(3)
where Ns: Number of revolutions of the sun gear 10 (=Number of
revolutions of the engine 1); and NE_crk: Cranking rotational
speed.
FIG. 8B is a diagram showing the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 in the engine restart mode in terms of lengths of
the axes of ordinates Ye, Ym and Yt. In the engine restart mode,
the rotational speed Yt of the input shaft of the STEPTRONIC.TM.
transmission 3 is determined on the basis of the rotational speed
Ye of the engine 1 and the rotational speed Ym of the electric
motor 2.
Referring now to FIG. 9, a description will be given of the
operation of the drive system K in a "speed change driving force
complementary mode" for transmitting the driving force from the
electric motor 2 to the output shaft 35 of the STEPTRONIC.TM.
transmission 3 through the intermediary of the torque converter
clutch 41 and the torque converter 42 during gear shifting of the
STEPTRONIC.TM. transmission 3.
As shown in FIG. 9A, in the speed change driving force
complementary mode, the controller 50 carries out speed change
processing in which it turns the engine clutch 5 off, changes a
gear ratio of the STEPTRONIC.TM. transmission 3, and turns the
engine clutch 5 back on again. At the time or immediately before
the engine clutch 5 is turned off during the speed change
processing, the torque converter clutch 41 is controlled to a
preset slip rate according to the speed of the hybrid vehicle at
the speed change, and the driving force of the electric motor 2 is
transmitted to the drive wheels along a path extending from "i1" to
"i2" in FIG. 9A.
Thus, even while the transmission of the driving force from the
input shaft 34 to the output shaft 35 of the STEPTRONIC.TM.
transmission 3 is cut off during the speed change processing, the
transmission of the driving force of the electric motor 2 to the
STEPTRONIC.TM. transmission 3 is maintained. This makes it possible
to prevent drivability from deteriorating due to interrupted supply
of the driving force.
In this case, to ensure smooth rotational synchronization of the
input shaft 34 and the output shaft 35 of the STEPTRONIC.TM.
transmission 3, the controller 50 controls the engine 1 and the
electric motor 2 such that the rotational speed Ns of the sun gear
10 coincides with a rotational speed Nr_next of the input shaft 34
of the STEPTRONIC.TM. transmission 3 after speed change that is
determined on the basis of the vehicle speed VP of the hybrid
vehicle and a gear ratio of a new set speed of the STEPTRONIC.TM.
transmission 3.
The rotational speed Ns of the sun gear 10 is generally larger than
the rotational speed of the output shaft 35 of the STEPTRONIC.TM.
transmission 3 connected to the drive wheels; therefore, the
difference in the rotational speed between the two is converted
into torque by torque multiplier effect of the torque converter 42.
This makes it possible to transmit torque, which is larger than the
torque actually output by the electric motor 2, to the output shaft
35 of the STEPTRONIC.TM. transmission 3 through the intermediary of
the torque converter 42, thus preventing interrupted supply of a
driving force when the speed change is carried out in the
STEPTRONIC.TM. transmission 3. With this arrangement, the
drivability can be improved.
FIG. 9B is a diagram showing the numbers of revolutions of the
output shaft 30 of the engine 1, the input/output shaft 31 of the
electric motor 2, and the input shaft 34 of the STEPTRONIC.TM.
transmission 3 in the speed change driving force complementary mode
in terms of lengths of the axes of ordinates Ye, Ym and Yt. In the
speed change driving force complementary mode, the controller 50
controls the engine 1 and the electric motor 2 so synchronize the
rotational speed Ye of the engine 1 and the rotational speed Yt of
the input shaft 34 of the STEPTRONIC.TM. transmission 3 after a
speed change, thereby reducing a shock in the speed change
processing.
Referring now to FIG. 10 through FIG. 22, specific control
operations of the drive system K by the controller 50 will be
described in detail.
Referring to FIG. 10, the controller 50 receives data signals
regarding the degrees of opening AP of an accelerator pedal (not
shown) and depressing forces BK applied to a brake pedal (not
shown) based on operations performed by a driver of the hybrid
vehicle, data signals regarding a charged amount BT_chg of a
battery (not shown) connected to the electric motor 2, data signals
regarding the actual speed VP of the hybrid vehicle, and data
signals regarding the actual rotational speed Nc (=Actual
rotational speed of the electric motor 2) of the carrier 12.
Based on the input data signals, the controller 50 outputs engine
control parameter signals F_eng_pr, motor drive signals Umot,
torque converter clutch control signals SLR, planetary gear brake
control signals Up_brk, vehicle brake control signals Uf_brk, and
engine clutch control signals CLSRT.
The controller 50 includes a target vehicle speed calculator 60, a
driving force manager 61, an engine driving force control unit 62,
a STEPTRONIC.TM. transmission control unit 63, a planetary gear
rotation target value calculator 64, a motor control unit 65, a
torque converter clutch control unit 66, a planetary gear brake
control unit 67, a vehicle brake control unit 68, and an engine
clutch control unit 69.
Based on the actual speed VP of the hybrid vehicle, the degree of
opening AP of the accelerator pedal, and the depressing force BK of
the brake pedal, the target vehicle speed calculator 60 determines
a driving force index Udrv used for driving force management
processing and the control of the STEPTRONIC.TM. transmission,
which will be discussed hereinafter, a target driving force F_tgt
used for engine drive control, which will be discussed hereinafter,
and a target vehicle speed VP_tgt used for STEPTRONIC.TM.
transmission control, planetary gear brake control, and vehicle
brake control, which will be discussed hereinafter.
Based on the charged amount BT_chg of the battery and the actual
vehicle speed VP, the driving force manager 61 determines a drive
mode DRV_mode used for the engine drive control and the engine
clutch control, which will be discussed hereinafter, and a driving
force assist amount RT_ast used for the engine drive control, which
will be discussed hereinafter.
The engine driving force control unit 62, which corresponds to the
motive power source controlling means in the present invention,
determines an engine control parameter F_eng_pr on the basis of the
drive mode DRV_mode, the driving force assist amount RT_ast, and a
target driving force F_tgt, and also calculates the engine speed
NE.
The STEPTRONIC.TM. transmission control unit 63 carries out the
speed change processing on the STEPTRONIC.TM. transmission 3 on the
basis of the target vehicle speed VP_tgt and the driving force
index Udrv, calculates a current gear position NGEAR and the gear
position of a new speed NGEAR_cmd of the STEPTRONIC.TM.
transmission 3, and a speed change flag F_NGEAR_CHG indicating that
the speed change processing is being implemented, and outputs the
calculation results to the planetary gear target value calculator
64.
The planetary gear target value calculator 64 calculates a carrier
rotation target value Nc_cmd on the basis of the current gear
position NGEAR and the gear position of a new speed NGEAR_cmd of
the STEPTRONIC.TM. transmission 3, and the speed change flag
F_NGEAR_CHG indicating that the speed change processing is being
implemented, and outputs the calculated value to the motor control
unit 65.
The motor control unit 65 calculates the motor drive signal Umot on
the basis of the actual rotational speed Nc of the carrier 12 and
the carrier rotation target value Nc_cmd, and outputs the motor
drive signal to the electric motor 2.
The torque converter clutch control unit 66 outputs the control
signal SLR of the torque converter clutch 41 while the speed change
flag F_NGEAR_CHG is ON (F_NGEAR_CHG=1).
The planetary gear brake control unit 67 outputs a planetary gear
brake control signal Up_cmd calculated on the basis of the target
vehicle speed VP_tgt.
The vehicle brake control unit 68 calculates a vehicle brake
control signal Uf_brk on the basis of the target vehicle speed
VP_tgt and the actual vehicle speed VP, and outputs the vehicle
brake control signal Uf_brk to the vehicle brake (not shown) for
braking the hybrid vehicle.
FIG. 11 is a graph showing in a time series an operation example of
the drive system K controlled by the controller 50, the axis of
abscissa indicating time Time. The axis of ordinate indicates
vehicle speed V of the hybrid vehicle in the graph of FIG. 11A,
indicates driving forces DRV of the engine 1 and the electric motor
2 in the graph of FIG. 11B, indicates an assist amount RT_ast
supplied by the electric motor 2 in the graph of FIG. 11C, and
indicates the charged amount BT_chg of the battery in the graph of
FIG. 11D.
As shown in FIG. 11A, the controller 50 controls the driving forces
supplied by the engine 1 and the electric motor 2 such that the
actual vehicle speed VP of the hybrid vehicle coincides with the
target vehicle speed VP_tgt.
In the graph of FIG. 11B, ENG_drv denotes the driving force
supplied by the engine 1, while MOT_drv denotes the driving force
supplied by the electric motor 2. TTL_drv denotes a total driving
force supplied by the engine 1 and the electric motor 2, and K VP
denotes travel resistance that changes according to the vehicle
speed VP. If MOT_drv is positive (MOT_drv>0), then the electric
motor 2 works as an electric motor. If MOT_drv is negative
(MOT_drv<0), then the electric motor 2 works as a generator.
Hence, in the graph of FIG. 1C, the power generating operation of
the electric motor 2 will provide a negative assist (RT_ast<0)
in an acceleration range of time t.sub.0 to t.sub.1, and a total
driving force TTL_drv in the graph of FIG. 11B will be smaller than
the engine driving force ENG_drv.
In a deceleration range of time t.sub.1 to t.sub.2, the electric
motor 2 generates power by deceleration energy into electric power
to generate electric power by regeneration, so that the assist
amount will be zero (RT_ast=0). This is performed in the aforesaid
regeneration mode.
In the acceleration range after time t.sub.2, the electric motor 2
acts as an electric motor and assists the driving force of the
engine 1, leading to a positive assist (RT_ast>0). This is
performed in the aforesaid driving force assist mode.
The controller 50 manages the charged amount of the battery, and
runs the electric motor 2 by the driving force of the engine 1 to
generate electric power so as to charge the battery when the
remaining charge amount of the battery reaches 20% or less
(BT_chg.ltoreq.20%) (t.sub.0 to t.sub.1 in the graph), as shown in
FIG. 11D.
Referring now to FIG. 12 through FIG. 22, the control processing of
the drive system K by the controller 50 will be explained in
detail.
Referring to FIG. 12, the controller 50 first carries out the
target vehicle speed calculation processing in STEP1 to calculate
the target vehicle speed VP_tgt of the hybrid vehicle. Then, the
controller 50 carries out driving force management processing in
STEP2 so that the actual vehicle speed VP of the hybrid vehicle
coincides with the target vehicle speed, carries out engine driving
force control in STEP3, carries out STEPTRONIC.TM. transmission
control in STEP4, and carries out processing for calculating a
target value of the rotational speed of the planetary gear in
STEP5. The controller 50 furthermore carries out electric motor
control in STEP6, carries out engine clutch control in STEP7,
carries out torque converter clutch control in STEP8, carries out
vehicle brake control in STEP9, and carries out planetary gear
brake control in STEP10. The following will describe the procedure
for carrying out the processing of STEP1 through STEP10.
First, the procedure for implementing the target vehicle speed
calculation processing will be described in conjunction with the
flowchart shown in FIG. 13. The target vehicle speed calculation
processing is carried out by the target vehicle speed calculator 60
(FIG. 10) installed in the controller 50.
In STEP20, the target vehicle speed calculator 60 takes the degree
of opening AP of the accelerator pedal as a driving force index
Udrv (Udrv=AP) when the accelerator pedal is operated. When the
brake pedal is operated, the target vehicle speed calculator 60
converts the depressing force BK applied to the brake pedal into
the degree of opening of the accelerator pedal to calculate the
driving force index Udrv according to an equation (4) given below.
The degree of opening AP of the accelerator pedal and the
depressing force BK applied to the brake pedal correspond to
instructions regarding driving conditions in the present invention.
Udrv=Kbk.times.BK (4)
where Udrv: Driving force index; BK: Depressing force applied to
the brake pedal; and Kbk: Coefficient for converting depressing
forces (0 to max.) applied to the brake pedal into the degrees of
opening (0 to -90 deg) of the accelerator pedal.
In the subsequent STEP21, the target vehicle speed calculator 60
applies the actual vehicle speed VP of the hybrid vehicle and the
driving force index Udrv to a Udrv/F_tgt map shown in FIG. 13 so as
to obtain a target driving force F_tgt. Data of the Udrv/F_tgt map
is stored in a memory (not shown) beforehand, and the Udrv/F_tgt
map has a plurality of Udrv/F_tgt graphs (UF_h, UF_m, and UF_l)
according to actual vehicle speed VP, as shown in the figure. The
target vehicle speed calculator 60 selects a Udrv/F_tgt graph based
on the actual vehicle speed VP and applies a driving force index
Udrv.
In the next STEP22, the target vehicle speed calculator 60
calculates the target vehicle speed VP_tgt on the basis of the
target driving force F_tgt.
The target vehicle speed calculator 60 calculates the target
vehicle speed VP_tgt according to a model equation represented by
the following equation (5). M{dot over (V)}P=-K(VP)VP+F.sub.--tgt
(5)
where M: Weight of vehicle; VP: Actual vehicle speed; K(VP):
Traveling resistance coefficient taking actual vehicle speed (VP)
as parameter; and F_tgt: Target driving force
Temporally breaking up the above equation (5) leads to the
following equation (6). Equation (7) below is derived from the
equation (6) when attention is focused on actual vehicle speed.
.times..function..function..function..function..times.
##EQU00002##
.function..function..times..times..function..times..times.
##EQU00003##
where VP(k+1): Actual vehicle speed in (k+1)th control cycle; and
VP(k): Actual vehicle speed in k-th control cycle.
Thus, the target vehicle speed calculator 60 substitutes the actual
vehicle speed VP of the hybrid vehicle into VP(k) of the following
equation (8) in which VP(k+1) in the above equation (7) has been
substituted by a target vehicle speed VP_tgt(k) in the k-th control
cycle. Furthermore, the target driving force F_tgt calculated in
STEP21 is substituted into F_tgt(k) to obtain the target vehicle
speed VP_tgt.
.times..function..times..times..function..times..times.
##EQU00004##
where VP_tgt(k) Target driving force in the k-th control cycle.
Referring now to the flowchart shown in FIG. 14, description will
be given of the procedure for carrying out the driving force
management processing. The driving force management processing is
implemented by the driving force manager 61 incorporated in the
controller 50, the driving force manager 61 corresponding to the
driving force managing means in the present invention.
In STEP30, the driving force manager 61 applies the actual vehicle
speed VP of the hybrid vehicle and the driving force index Udrv to
the VP, Ud/DRV_Mode_map MAP shown in FIG. 14 so as to acquire a
drive mode map value DRV_Mode_map. The data of the VP,
Ud/DRV_Mode_map MAP is stored in a memory (not shown) beforehand.
As illustrated, the VP, Ud/DRV_Mode_map MAP is divided into areas
for setting four drive mode map values (DRV_Mode_map=1,
DRV_Mode_map=2, DRV_Mode_map=3, DRV_Mode_map=4) according to the
actual vehicle speed VP and the driving force index Udrv. The
values of the DRV_Mode_map are keyed to different operation modes,
as shown in Table 1 below.
TABLE-US-00001 TABLE 1 DRV_Mode_map 1 2 3 4 Opertaion Regeneration
Engine Driving Motor mode mode running force running mode assist
mode mode
In the subsequent STEP31, the driving force manager 61 determines
whether the charged amount BT_chg of a battery (not shown) is below
20% of a fully charged amount. If the charged amount BT_chg of the
battery is below 20%, then the driving force manager 61 proceeds to
STEP40 wherein it determines whether the drive mode map value
DRV_Mode_map is 3 or 4, namely, the driving force assist mode or
the EV running mode (the mode in which the electric motor 2 is
operated as an electric motor).
If it is determined in STEP40 that the drive mode map value
DRV_Mode_map is 3 or 4, then the driving force manager 61 proceeds
to STEP41 wherein it sets the drive mode DRV_Mode to 2 denoting the
engine running mode. In the next STEP42, the driving force manager
61 sets the drive assist rate RT_ast to -0.1. If the drive assist
rate RT_ast is negative, then the electric motor 2 acts as an
electric motor by being rotated by the driving force of the engine
1, meaning that it is a load with respect to the drive wheels.
If it is determined in STEP31 that the charged amount of the
battery is 20% or more and determined in STEP40 that the drive mode
map value DRV_Mode_map is not 1 or 2 (the driving force assist mode
or the EV running mode), then the driving force manager 61 proceeds
to STEP32 wherein it sets the drive mode map value DRV_Mode_map to
the drive mode DRV_mode.
Then, in the subsequent STEP33, the driving force manager 61
determines whether the drive mode DRV_Mode is 3 denoting the
driving force assist mode. If the driving force manager 61
determines that the drive mode DRV_Mode is 3, then it proceeds to
STEP 34. In STEP34, the driving force manager 61 applies the
battery charged amount BT_chg to a BT_chg/RT_ast MAP shown in FIG.
14 so as to set the drive assist rate RT_ast. The data of the
BT_chg/RT_ast MAP is stored in a memory beforehand. The larger the
charged amount of the battery (BT_chg, 20 to 100%), the higher the
drive assist rate RT_ast is set.
If it is determined in STEP33 that the drive mode DRV_Mode is not 3
(the driving force assist mode), then the driving force manager 61
proceeds to STEP50 wherein it sets the drive assist rate RT_ast to
zero (no assist).
Referring now to the flowchart shown in FIG. 15, a description will
be given of the procedure for carrying out the engine drive
control. The engine drive control is carried out by the engine
driving force control unit 62 incorporated in the controller 50,
the engine driving force control unit 62 corresponding to the
motive power source controlling means in the present invention
(refer to FIG. 10).
The engine driving force control unit 62 reduces the target driving
force F_tgt on the basis of the drive assist rate RT_ast to
calculate the engine driving force F_eng according to the following
equation (9) in STEP60.
F.sub.--eng=F.sub.--tgt.times.(1-RT.sub.--ast) (9)
where F_eng: Engine driving force
Thus, the engine driving force Feng is determined on the basis of
the drive assist rate RT_ast determined on the basis of the charged
amount of the battery by the driving force manager 61.
In the driving force management processing, the drive assist rate
RT_ast is set to a smaller value as the charged amount of the
battery is smaller. Thus, the charged amount of the battery can be
maintained at 20% or more by calculating the engine driving force
F_eng on the basis of the drive assist rate RT_ast according to the
above equation (9), allowing the driving force of the engine 1 to
be assisted by the driving force of the electric motor 2.
In the next STEP61, the engine driving force control unit 62
determines a control parameter of the engine 1 according to the
drive mode DRV_Mode. More specifically, the engine driving force
control unit 62 determines control parameters (the volume of intake
air, air-fuel ratio, and ignition timing) of the engine 1 so as to
stop the engine 1 in the DRV_Mode=1, 4 (the regeneration mode, the
EV running mode), or actuate the engine 1 in the DRV_Mode=2, 3 (the
engine running mode, the driving force assist mode), or start the
engine 1 in a transient period from DRV_Mode=1, 4 to DRV_Mode=2, 3
(the engine restart mode).
An output torque of the engine 1 is determined on the basis of a
set gear ratio of the STEPTRONIC.TM. transmission 3 and the engine
driving force F_eng, so that the engine driving force control unit
62 determines the control parameters of the engine 1 so as to
obtain a predetermined output torque.
Referring now to the flowchart shown in FIG. 16, the procedure for
carrying out STEPTRONIC.TM. transmission control will be explained.
The STEPTRONIC.TM. transmission control is implemented by the
STEPTRONIC.TM. transmission control unit 63 (refer to FIG. 10)
installed in the controller 50.
The STEPTRONIC.TM. transmission control unit 63 is first determines
in STEP70 whether a driver has issued a request for reverse. If the
request for reverse has been issued, then the STEPTRONIC.TM.
transmission control unit 63 proceeds to STEP80 wherein it sets a
gear selection target value NGEAR_cmd to -1 (NGEAR=-1), and then
proceeds to STEP72. The correspondence between gear selection
target value NGEAR_cmd and gear position of the STEPTRONIC.TM.
transmission 3 is shown in Table 2 below.
TABLE-US-00002 TABLE 2 NGEAR_cmd -1 0 1 2 3 4 5 Gear Reverse
Neutral 1st 2nd 3rd 4th 5th position gear gear gear gear gear
If no request for reverse has been issued, then the STEPTRONIC.TM.
transmission control unit 63 proceeds to STEP71 wherein it applies
the driving force index Udrv and the actual vehicle speed VP to a
Udrv, VP/NGEAR_cmd MAP shown in FIG. 16 so as to acquire a gear
selection target value NGEAR_cmd.
Data of the Udrv, VP/NGEAR_cmd MAP is stored in a memory
beforehand. As shown in FIG. 16, the Udrv, VP/NGEAR_cmd MAP sets
the gear selection target values of the STEPTRONIC.TM. transmission
3 to five different speeds (1st, 2nd, 3rd, 4th, and 5th, and
neutral denoted by N in FIG. 16.
In the subsequent STEP72, the STEPTRONIC.TM. transmission control
unit 63 starts the operation for changing the speed in the
STEPTRONIC.TM. transmission 3 and determines in STEP73 whether the
gear selection target value NGEAR_cmd coincides with the gear
position NGEAR of the STEPTRONIC.TM. transmission 3. If the gear
selection target value NGEAR_cmd does not coincide with the gear
position NGEAR of the STEPTRONIC.TM. transmission 3, then the
STEPTRONIC.TM. transmission control unit 63 proceeds to STEP85
wherein it turns a speed change flag F_NGEAR_CHG on
(F_NGEAR_CHG=1), which indicates that the operating for changing
speed is being performed.
If the gear selection target value NGEAR_cmd coincides with the
gear position NGEAR of the STEPTRONIC.TM. transmission 3, meaning
that the speed changing operation is finished, then the
STEPTRONIC.TM. transmission control unit 63 proceeds to STEP74
wherein it turns the speed change flag F_NGEAR_CHG off
(F_NGEAR_CHG=0).
Referring now to the flowchart shown in FIG. 17, a description will
be given of the procedure for performing planetary gear rotation
target value calculation processing. The planetary gear rotation
target value calculation processing is carried out by the planetary
gear rotation target value calculator 64 (refer to FIG. 10)
including the function of the speed change controlling means in the
present invention.
The planetary gear rotation target value calculator 64 first
determines whether the speed change flag F_NGEAR_CHG is on in
STEP90. If the speed change flag is on (F_NGEAR_CHG=1), that is, if
the speed changing operation is being performed on the
STEPTRONIC.TM. transmission 3, then the planetary gear rotation
target value calculator 64 proceeds to STEP100 wherein it sets the
gear selection target value NGEAR_cmd at a speed change index
NGEAR_index, and then proceeds to STEP92.
If it is determined in STEP90 that the speed change flag is off
(F_NGEAR_CHG=0), that is, if the speed changing operation of the
STEPTRONIC.TM. transmission 3 has been finished, then the planetary
gear rotation target value calculator 64 proceeds to STEP91 wherein
it sets the current gear position NGEAR at a speed change index
NGEAR_index, and then proceeds to STEP92.
In STEP92, the planetary gear rotation target value calculator 64
applies the speed change index NGEAR_index to a NGEAR_index/Rt MAP
shown in FIG. 17 so as to acquire a total gear ratio Rt. Table 3
given below shows a relationship between speed change index
NGEAR_index and gear position of the STEPTRONIC.TM. transmission 3.
Data of the NGEAR_index/Rt MAP is stored in a memory
beforehand.
TABLE-US-00003 TABLE 3 NGEAR_index -1 0 1 2 3 4 5 Gear Reverse
Neutral 1st 2nd 3rd 4th 5th position gear gear gear gear gear
In the subsequent STEP93, the planetary gear rotation target value
calculator 64 calculates a target value of the rotational speed of
the ring gear Nr_cmd according to the following equation (10).
Nr.sub.--cmd=Rt.times.Vp.sub.--tgt (10)
where Nr_cmd: Ring gear rotational speed target value; Rt: Total
gear ratio; and VP_tgt: Target vehicle speed.
In the next STEP94, the planetary gear rotation target value
calculator 64 determines whether the engine 1 is at rest. If the
engine 1 is at rest, then the planetary gear rotation target value
calculator 64 proceeds to STEP110 wherein it sets the sun gear
rotational speed target value Ns_cmd to zero to stop the rotation
of the engine 1, and then proceeds to STEP98.
The sun gear rotational speed target value Ns_cmd is set to zero
also in the EV running mode and the regeneration mode because the
engine 1 is placed in a halted state, as well as in the state
wherein the engine 1 stops as the vehicle stops.
If it is determined in STEP94 that the engine 1 is not at rest,
then the planetary gear rotation target value calculator 64
proceeds to STEP95 wherein it determines whether the engine 1 is
being started. If it is determined that the engine 1 is being
started, then the planetary gear rotation target value calculator
64 proceeds to STEP120 wherein it sets the sun gear rotational
speed target value Ns_cmd at a cranking rotational speed NE_crk so
as to crank the engine 1 (the engine start mode), and then proceeds
to STEP98.
If it is determined in STEP95 that the engine 1 is not being
started, then the planetary gear rotation target value calculator
64 proceeds to STEP96 wherein it determines whether the speed
change flag F_NGEAR_CHG has been set. If the speed change flag has
been set (F_NGEAR_CHG=1), then the planetary gear rotation target
value calculator 64 proceeds to STEP97 wherein it sets the ring
gear rotational speed target value Nr_cmd at the sun gear
rotational speed target value Ns_cmd to synchronize the rotational
speed of the sun gear 10 and the rotational speed of the ring gear
13. Then, the planetary gear rotation target value calculator 64
proceeds to STEP98.
If it is determined in STEP96 that the speed change flag
F_NGEAR_CHG has not been set, that is, if the engine 1 is in
operation and the speed changing operation of the STEPTRONIC.TM.
transmission 3 has been finished (the driving force assist mode and
the engine running mode), then the planetary gear rotation target
value calculator 64 proceeds to STEP130. The planetary gear
rotation target value calculator 64 sets the engine rotational
speed NE at the sun gear rotational speed target value Ns_cmd to
synchronize the rotational speed of the sun gear 10 and the
rotational speed of the engine 1. Then, the planetary gear rotation
target value calculator 64 proceeds to STEP98.
In STEP98, the planetary gear rotation target value calculator 64
calculates a carrier rotational speed target value Nc_cmd according
to the following equation (11).
Nc.sub.--cmd=Rc.times.Nr.sub.--cmd+(1-Rc)Ns.sub.--cmd (1)
where Nc_cmd: Carrier rotational speed target value; Rc: Gear ratio
of the planetary pinion gear to the ring gear; Nr_cmd: Ring gear
rotational speed target value; and Ns_cmd: Sun gear rotational
speed target value
In the driving force assist mode, by setting the ring gear
rotational speed target value Nr_cmd higher than the rotational
speed NE of the engine 1, the carrier rotational speed target value
Nc_cmd is determined according to the above equation (11), and the
rotational speed of the carrier 12 is placed under feedback
control.
In the regeneration mode, a regeneration amount is determined by
setting the target vehicle speed VP_tgt to the speed reduced due to
traveling resistance with respect to the actual vehicle speed VP
when the hybrid vehicle is decelerated.
In the motor running mode, a target output of the electric motor 2
is determined by the planetary gear rotation target value
calculator 64, which calculates the carrier rotational speed target
value Nc_cmd based on the ring gear rotational speed target value
Nr_cmd (=the rotational speed of the input shaft 34 of the
STEPTRONIC.TM. transmission 3) according to the above equation (11)
such that the actual vehicle speed VP coincides with the target
vehicle speed VP_tgt.
While the speed changing operation is being performed on the
STEPTRONIC.TM. transmission 3, the ring gear rotational speed
target value Nr_cmd calculated on the basis of the target vehicle
speed VP_tgt and the gear ratio Rt upon completion of speed change
according to the above equation (10) is set at the sun gear
rotational speed target value Ns_cmd in STEP77. Thus, the
rotational speed of the electric motor 2 is controlled by the motor
control, which will be discussed hereinafter, such that the
rotational speed of the ring gear 13 (=the rotational speed of the
input shaft 34 of the STEPTRONIC.TM. transmission 3) is
synchronized with the rotational speed of the ring gear 13 after
the speed is changed. With this arrangement, a speed change shock
of the STEPTRONIC.TM. transmission 3 can be reduced, permitting
improved drivability of the hybrid vehicle to be achieved.
Referring now to the flowchart shown in FIG. 18, the procedure for
carrying out the motor control will be described. The motor control
is carried out by the motor control unit 65 (refer to FIG. 10)
provided in the controller 50, the motor control unit 65
corresponding to the electric drive source controlling means in the
present invention.
The motor control unit 65 performs computation according to the
following equations (12) to (15) for each predetermined control
cycle to calculate a motor control input Umot to the electric motor
2 by response specifying control.
E.sub.--Nc(k)=Nc(k)-Nc.sub.--cmd(k) (12)
where E_Nc(k): Deviation of the rotational speed of the electric
motor in a k-th control cycle; Nc(k): Number of revolutions of the
carrier in the k-th control cycle (=Number of revolutions of the
electric motor); and Nc_cmd(k): Carrier rotational speed target
value in the k-th control cycle.
SIGMA(k)=E.sub.--Nc(k)+POLEE.sub.--Nc(k-1) (13)
where SIGMA(k): Switching function value in the k-th control cycle;
POLE: Switching function setting parameter (-1<POLE<0); and
E_Nc(k-1): Deviation of the rotational speed of the electric motor
in a (k-1)th control cycle. SUMSIGMA(k)=SUMSIGMA(k-1)+SIGMA(k)
(14)
where SUMSIGMA(k): Integrated value of switching functions up to a
k-th control cycle; and SUMSIGMA(k-1): Integrated value of
switching functions up to a (k-1)th control cycle.
Umot(k)=-KrchSIGMA(k)-KadpSUMSIGMA(k) (15)
where Umot(k): Motor control input in the k-th control cycle; and
Krch, Kadp: Feedback gain (constant)
The motor control unit 65 first calculates, in STEP140, the
difference in the rotational speed of the motor E_Nc(k) in the
current control cycle according to the above equation (12). Then,
in the following STEP141, the motor control unit 65 calculates the
switching function value SIGMA(k) in the current control cycle
according to the above equation (13). In STEP142, the motor control
unit 65 calculates the switching function integrated value
SUMSIGMA(k) in the current control cycle according to the above
equation (14).
In the next STEP143, the motor control unit 65 calculates the motor
control input Umot(k) in the current control cycle according to the
above equation (15). Thus, calculating the motor control input Umot
by using the response specifying control makes it possible to
restrain the occurrence of response delays or overshoots and allow
the actual rotational speed Nc of the carrier 12 to accurately
follow the carrier rotational speed target value Nc_cmd.
Referring now to the flowchart shown in FIG. 19, the procedure for
carrying out engine clutch control will be described. The engine
clutch control is carried out by the engine clutch control unit 69
(refer to FIG. 10) provided in the controller 50.
The engine clutch control unit 69 determines in STEP150 whether the
drive mode DRV_mode is 2, which means the engine running mode. If
the drive mode has been set to 2, namely, the engine running mode,
then the engine clutch control unit 69 proceeds to STEP151.
In STEP151, the engine clutch control unit 69 applies the actual
vehicle speed VP to a VP/CLSRT MAP shown in FIG. 19 to acquire a
clutch slip rate CLSRT.
Data of the VP/CLSRT MAP is stored in a memory beforehand. The
VP/CLSRT MAP has three different VP/CLSRT graphs, namely, an AP1
(large AP), AP2 (medium AP), and AP3 (small AP), according to the
degrees of opening of the accelerator pedal AP, as shown in FIG.
19. The engine clutch control unit 69 selects a VP/CLSRT graph from
among AP1 to AP3 according to the degree of opening of the
accelerator pedal AP.
If it is determined in STEP150 that the drive mode DRV_mode is not
2, that is, not the engine running mode, then the engine clutch
control unit 69 proceeds to STEP160 wherein it sets the clutch slip
rate CLSRT to 100% to turn the engine clutch 5 off.
Thus, by determining the slip rate of the engine clutch 5 on the
basis of the degree of opening of the accelerator pedal AP and the
actual vehicle speed VP, the engine clutch control unit 69
increases the slip rate of the engine clutch 5 to cause creeping to
take place in an extremely low speed range.
Referring now to the flowchart shown in FIG. 20, the procedure for
carrying out vehicle brake control will be described. The vehicle
brake control is carried out by a vehicle brake control unit 68
(refer to FIG. 10) installed in the controller 50, the vehicle
brake control unit 68 corresponding to the brake controlling means
in the present invention.
The vehicle brake control unit 68 performs computation according to
the following equations (16) to (19) for each predetermined control
cycle to calculate a vehicle brake control input Uf_brk to a
vehicle brake (not shown), which corresponds to the braking means
in the present invention, by the response specifying control.
E.sub.--vp(k)=VP(k)-VP.sub.--tgt(k) (16)
where E_vp(k): Deviation of vehicle speed in a k-th control cycle;
VP(k): Actual vehicle speed in the k-th control cycle; and
VP_tgt(k): Target vehicle speed in the k-th control cycle.
SIGMA'(k)=E.sub.--vp(k)+POLE'E.sub.--vp(k-1) (17)
where SIGMA' (k): Switching function value in the k-th control
cycle; and POLE': Switching function setting parameter
(-1<POLE'<POLE<0). SUMSIGMA'(k)=SUMSIGMA'(k-1)+SIGMA'(k)
(18)
where SUMSIGMA'(k): Integrated value of switching functions in a
k-th control cycle
Uf.sub.--brk'(k)=-Krch'SIGMA'(k)-Kadp'SUMSIGM'(k) (19)
where Uf_brk' (k): Calculated value of vehicle brake control input
in the k-th control cycle; and Krch', Kadp': Feedback gain.
.times.'.times.'.times..ltoreq.'.times.> ##EQU00005##
where Uf_brk(k): Set value of vehicle brake control input in the
k-th control cycle
The vehicle brake control unit 68 first calculates, in STEP170, the
vehicle speed deviation E_vp(k) of the hybrid vehicle in the
current control cycle according to the above equation (16). Then,
in the following STEP171, the vehicle brake control unit 68
calculates the switching function value SIGMA' (k) in the current
control cycle according to the above equation (17). In STEP172, the
vehicle brake control unit 68 calculates the switching function
integrated value SUMSIGMA' (k) in the current control cycle
according to the above equation (18).
In the next STEP173, the vehicle brake control unit 68 calculates a
vehicle brake control amount Uf_brk' (k) in the current control
cycle according to the above equation (19). If a value of the
vehicle brake control amount Uf_brk' (k) is negative, then it is a
control value for reducing the actual vehicle speed VP. Therefore,
the absolute value of the vehicle brake control amount Uf_brk' (k)
is used as the vehicle brake control input in the above equation
(20) to actuate the vehicle brake, thereby decelerating the
vehicle.
If a value of the vehicle brake control amount Uf_brk' (k) is
positive, then it is a control value for increasing the actual
vehicle speed VP. Therefore, the vehicle brake control input
Uf_brk(k) is set to zero so as to release the vehicle brake.
The switching function setting parameter POLE' of the response
specifying controller for the brake in the above equation (17) is
set to a value smaller than the switching function setting
parameter POLE of the response specifying controller for the motor
in the above equation (13), as indicated by
-1<POLE'<POLE<0.
Hence, the response speed of the electric motor 2 (the convergent
speed of the difference in the rotational speed of the electric
motor 2, E_Nc) becomes higher than the response speed of the
vehicle brake (the convergent speed of the vehicle speed difference
E_vp), making it possible to restrain interference between the
response specifying controller for the motor and the response
specifying controller for the brake.
Referring now to the flowchart shown in FIG. 21, a description will
be given of the procedure for carrying out torque converter clutch
control. The torque converter clutch control is conducted by the
torque converter clutch control unit 66 (refer to FIG. 10)
corresponding to the transmitted driving force controlling means in
the present invention. The torque converter clutch control unit 66
controls the slip rate SLR of the torque converter clutch 41 so
that it remains within a range of 0% (tight) to 100%
(released).
The torque converter clutch control unit 66 first determines in
STEP180 whether the speed change flag F_NGEAR_CHG is on. If it is
determined that the speed change flag is on (F_NGEAR_CHG=1), that
is, if the speed changing operation is being performed on the
STEPTRONIC.TM. transmission 3, then the torque converter clutch
control unit 66 proceeds to STEP181 wherein it applies the actual
vehicle speed VP of the hybrid vehicle to a VP/SLR MAP shown in
FIG. 21 to acquire the torque converter clutch slip rate SLR.
The controller 50 controls the slip rate of the torque converter
clutch 41 on the basis of the torque converter clutch slip rate
SLR. This allows the driving force to be transmitted to the drive
wheels from the electric motor 2 through the intermediary of the
torque converter clutch 41 and the torque converter 42 even while
the speed changing operation of the STEPTRONIC.TM. transmission 3
is being performed. It is possible, therefore, to restrain
drivability from degrading due to interrupted supply of the driving
force.
If it is determined in STEP180 that the speed change flag is not on
(F_NGEAR_CHG=0), that is, if the speed changing operation of the
STEPTRONIC.TM. transmission 3 is finished, then the torque
converter clutch control unit 66 proceeds to STEP190 wherein it
sets the torque converter clutch slip rate SLR to 100% (released).
Thus, in the state wherein the speed changing operation of the
STEPTRONIC.TM. transmission 3 has been completed, the transmission
of the driving force from the electric motor 2 to the drive wheels
through the intermediary of the torque converter clutch 41 is cut
off.
Referring now to the flowchart shown in FIG. 22, a description will
be given of the procedure for carrying out planetary gear brake
control. The planetary gear brake control is conducted by the
planetary gear brake control unit 67 (see FIG. 10) installed in the
controller 50.
The planetary gear brake control unit 67 determines in STEP200
whether the target vehicle speed VP_tgt is zero. If it is
determined that the target vehicle speed VP_tgt is zero, then the
planetary gear brake control unit 67 proceeds to STEP201 and turns
on the ring gear brake 6 (see FIG. 1A). This disables the rotation
of the ring gear 13 (see FIG. 1A), enabling the engine start mode
shown in FIG. 2 and the power generation mode shown in FIG. 3 to be
implemented.
If it is determined in STEP200 that the target vehicle speed VP_tgt
is not zero, then the planetary gear brake control unit 67 proceeds
to STEP210 wherein it turns the ring brake 6 off. This enables the
rotation of the ring gear 13, making it possible to implement the
driving force assist mode, the engine running mode, the EV running
mode, the regeneration mode, the engine restart mode, and the speed
change driving force complementary mode shown in FIG. 4 through
FIG. 9.
The controller 50 executes the series of steps shown in FIG. 12
according to the flowcharts of FIG. 13 through FIG. 22 described
above, allowing the actual vehicle speed VP of the hybrid vehicle
to accurately follow the target vehicle speed VP_tgt based on the
operation performed by the driver.
In the present embodiment, the engine has been used as the motive
power source in the present invention. Alternatively, however,
other types of motive power sources, such as an electric motor, may
be used.
In the planetary gear assembly 4 according to the present
embodiment, the output shaft 30 of the engine 1 is connected to the
sun gear 10, the input/output shaft 31 of the electric motor 2 is
connected to the carrier 12, and the input shaft 34 of the
STEPTRONIC.TM. transmission 3 is connected to the ring gear 13.
Alternatively, however, the connection layout may be modified, as
necessary. More efficiently, it is desirable to construct the
planetary gear assembly 4 by combining three rotating elements,
namely, the sun gear 10, the ring gear 13, and the carrier 12, so
that, if the rotation of one rotating element (e.g., the carrier in
case of a single pinion or a ring gear in case of a double pinion)
out of the three rotating elements is fixed, then the remaining two
rotating elements are reversed.
When one rotating element is fixed as described above, connecting
the electric motor 2 to the fixed rotating element makes it
possible to implement the component units in the present embodiment
to be constructed without increasing the rotational speed of the
electric motor 2. This makes it possible to reduce the heat
generated in the electric motor 2, the load on a rotor, and
demagnetization in a rotor magnet.
In the present embodiment, the motor control unit 65 and the
vehicle brake control unit 68 have used the slide mode control;
however, the control method is not limited thereto. For example,
other types of response specifying control, such as back stepping
control, or a control method other than the response specifying
control may be adopted.
The present embodiment has shown the example in which the drive
system according to the present invention has been applied to a
hybrid vehicle. The present invention, however, can be applied to
other types of apparatuses, such as an outboard motor, which
require driving forces.
In the present embodiment, the drive system K is equipped with the
torque converter 42 and the torque converter clutch 41 (see FIG.
1A) to carry out the torque converter clutch control in which the
driving force transmitted from the electric motor 2 to the output
shaft 35 of the STEPTRONIC.TM. transmission 3 is adjusted. The
advantages of the present invention, however, can be obtained even
if the torque converter 42 and the torque converter clutch 41 are
not provided.
* * * * *